Driving gear for velocipedes



(No Model.) 9 Sheets-Sheet 1.

G. BENZ.

DRIVING GEAR FOR VELOGIPBDES.

No. 386,798. Patented July 31, 1888.

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G. BENZ.

DRIVING GBARIOR VELOOIPEDBS.

No. 386,798. Patented July 31, 1888.

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DRIVING GEAR FOR VELOGIPEDES. No. 386,798. Patented July 31,1888.

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DRIVING GEAR FOR VELOGIPEDBS. No. 386,798. Patented July 31, 1888.

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(No Model.) 9 Sheets-Sheet 5. C. BENZ DRIVING GEAR FOR VELOGIPEDES. No.386,798. Patented July 31, 1888.

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(No Model.) 9 Sheets-Sheet 6.

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DRIVING GEAR FOR VBLOOIPEDBS.

Patented July 81, 1888.

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O. BENZ.

DRIVING GEAR FORYELOGIPBDBS. No. 386,798. Patented July 31, 1888.

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DRIVING GEAR FOR VELOOIPEDES. N0..386,798. Patented July 31, 1888.

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O. BENZ.

DRIVING GEAR FOR VELOGIPEDES.

No. 386,798. Patented July 31, 1888.

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UNITED STATES PATENT FFICE.

CARL BENZ, OF MANNHEIM, BADEN, GERMANY.

DRIVING-GEAR FOR VELOCIPEDES.

SPECIFICATION forming part of Letters Patent No. 386,798, dated July 31,1888.

Application filed November 26, 1887. Serial No. 256,268. (No model.)Patented in England April 28, 1886, No.5,789. and in France April 28,1887, No. 175,027.

To all whom it may concern:

Be it knownthat I, CARL BENZ, a subject of the Grand Duke of Baden, anda resident of Mannheim, in the Empire of Germany, have invented certainnew and useful Improvements in Driving-Gears for Wagons and Carriages,(for which I have partly obtained Letters Patent in England, No. 0,789,dated April 28, A. I). 1886, and in France, No. 175,027, dated April 28,A. D. 1887,) of which the following is a full and clear specification.

My improvements relate to the driving-gear of vehicles which areoperated by a gas-motor placed on such vehicles. The gas necessary forworking said motor is generated from easilyevaporating oilssuch asbenzine, gasoline, ligroine-and is produced in an apparatus whichis alsomounted on the vehicle.

The apparatus I preferably employ for these vehicles is described in myapplication for patent dated August 15, 1887.

My improvements consist, first, in means for preventing the interruptionof transmission of power from the main drivingshaft to the axle of thewheels of the vehicle. They further consist in the construction of agearing by which it is made possible to regulate the velocity with whichthe rotatory power of the main driving-shaft is transmitted 'to the axleof the wheels without making the motor work faster or slower, so thatthe vehicle runs slow when mounting asteep road, but with increaseddriving-power, and faster with reduced power when running over a levelroad.

These improvements are shown in the accompanying drawings, in whichFigure 1 represents a vehicle provided with Fig. 2 shows the maindriving and the engaging and disengaging gear. Fig. 3 is a top view ofpart of Fig. 2, showing a device for regulating the consumption of gas.Fig. 4 1 is a modification thereof in side elevation. Fig. 5 is anothermodification. Fig. 6 shows the remaining part of Fig. 2 in a plan. Fig.7 illustrates the arrangement of that gear which is situated below thebody f the carriage when viewed from below. Fig. 8 is a verticaltransverse section on line C D E of Fig. 2. Fig. 9 shows the engagingand disengaging gear in a side view. Fig. 10 represents the same devicein a considerably enlarged horizontal section. Figs. 10, 10 and 10 aredetails thereof. Figs. 11 and 12 show a modification of the drivinggearin a side view, partially in section, and in a top view. Fig. 13 shows,in a side elevation, the mechanism for braking the wagon or carriage.

The views just described are drawn to different scales for betterillustrating the details of the mechanism.

Similar letters of reference indicate similar parts throughout theseveral views.

X is the working-cylint'ler of the gas-motor, Fig. 1, Sheet I. Itsmotive power is transmitted to a vertical shaft, Z, provided with afly-wheel, Y, and pulley It. The latter is connected by means of asuitable belt with pulley R, which is mounted loosely on shaft a, but isconstructed to be coupled to the same by a mechanism hereinaftermore'fully described. The rotatory motion of shaft a is transferred tothe main shaft Vof the driving gear by means of beveled wheels. Shaft Vcarries at its ends two chain-wheels, P P, Fig. 7. On the axle of thewagon are also mounted two chain wheels, P P, and both pairs areconnected by chains.

In order to prevent unnecessary tension on the driving-chains, the shaftV is jonrnaled in a horizontal plane with the axle T, so that aconsiderable movement of the latter will only result in a slightloosening or tightening of the chain. To obviatealso this small tension,the axle boxes or bearings are connected together by rods S, connectingthe bearings substantially in a line between the centers of the axles Vand T. By this means the axle T is caused to move substantially on anarc of the circle of which Vis the center,and any strain on the chainswith the jolting of the vehicles is entirely obviated. Thedriving-chains be ing also more or less stretched by the tension ofdriving,it is necessary to provide means for taking up the slack andbringing them again to a good working tension. The shaft V,carryingthechain-wheels P P, is therefore journaled at L L in a frame, A, which isdisplaceable by two set-screws, E E, in the two guides D D in adirection toward or from the axles T of the drivingwheels. Tosubsequently secure the frame A in the position given to it, it is fixedon ear-h side by set-screws in the guides D D, fastened to the frame.

On the shaft a is provided the speed and power gear arranged in thepulley R,by means of which, while the velocity of the motor re mains thesame, a considerably slower travel of the vehicle, and'in proportionalso greater driving power may be obtained for overcoming steepgradients. The engagement and disengagement of this apparatus iseffected by means of the lever 3, Fig. 2, and in such a manner that byshifting this lever forward the power-gearfirst comes into action forproducing the greater power required for starting the vehicle. When thelatteris in movement,the lever 3 is pressed still farther forward, thepower-gear is disengaged, and the power is imparted direct from themotor to the bevelwheel 0 of the axle V. On arriving at a steep ascentthe lever 3, guided against a segment, 8, is drawn back from 0 to o. Forstopping the vehicle, the lever is drawn back up to 0 and the motor runsfree. The construction of the apparatus fulfilling these purposes is asfollows, Figs. 2, 9, and

The pulley R is mounted loosely on the shaft a, and when set in rotationby the belt from the motor it runs at first while the lever 3 stands atthe point 0 loosely on the shaft a. \Vhen the lever 3 is shifted forwardto 0', Fig. 2-tl1at is to say, into its central posilion-it shifts theclutch-coupling K, which is verti cally movable on the shaft a andconnected thereto by a spline upward so far only that it engages thetooth-wheel 2'. At the same time also the nose I? on the rod G,actuating the. coupling, arrests the wing M. The latter is fixed to thetooth-wheel 2. Therefore, as long as the nose N remains in thispositionthe tooth-wheel z is prevented from revolving. In the pulley R are alsojournaled the toothwheels 2 and z, riveted together. The action of onepair of wheels,z z,is the same as that of the other, and two pairs ofwheels are preferably employed forinsuring an equable transmission ofpower and avoiding as far as possible lateral pressure. The tooth-wheels22 beingjournaled on bolts fixed in the pulley R, are therefore guidedtherewith round the fixed tooth-wheel z, and therefore the tooth-wheelsz"are revolved by the stationary tooth-wheel z. The diameter of z' isslightly larger than that of 2. Therefore 2 does not make a wholerevolution on its own axis during one revolution of the pulley It Thewheel z, rigidly con nected with z, joins in the same revolution, and bygearing into z and being slightly smaller than the latter, 2 revolvesslower than z. Therefore 2 will revolve more slowly than R, thus givingmore power though less speed to the shaft a. Vhen the lever 3 is pressedforward from its central position, 0, to 0,the nose N releases the wingM, which then revolves with the pulley R. At the same time the couplingK is shifted farther upward, so as now to engage also with the clutchesof the pulley R, whereby a direct connection is pro dueed between thepulley R and the shaft a, and the vehicle is therefore driven withoutthe power-transmission gear and with greater speed. A- modifiedconstruction of this gear is shown in Figs. 11 and 12, which isespecially adapted for such wagons in which the main driving-shaft T ismounted horizontally. In this case the main shaft 32 of the gear, 'whichis the same as V in the other figures, is provided with two pulleys, and31, of which pulley 30 is loosely mounted on said shaft.

For driving the wagon slower, but with less motive power, the nave ofloose pulley 30 carriesa spur-wheel, 33, firmly secured to it andgearing into another one of greater diameter on shaft 34. (See Fig. 12.)On this shaft is mounted another smaller wheel, 351, which engages witha larger one, 35, on shaft 321. It must be mentioned that shafts 32 and321 are made of two pieces.

Spur-wheel 35 may be made to engage and disengage with pulley 31 bymeans of coupling 36, which is effectuated by turning lever 37, Fig. 13,that again turns cam 39 by means of rod 38, so that lever 40 pushes thecoupling 36 between the clutches of pulley 31, or removes it from thelatter.

When starting the motor, the belt runs over pulley 30, and handle 37 isin that position in which coupling 36 is out of gear with wheel 31.Wheels 33 and 35 will then turn loosely upon their shafts. If it isdesired to run the vehicle at full speed, the belt must he put on pulley31. Hereby beveled wheels and 51 will turn in the same direction, sincewheel 52 is placed between. them, and their shafts 32 and 321 are madeto turn with like speed.

By mounting'a steep road the belt. is again pushed upon pulley 30, andthe coupling is made to engage with pulley 31 by means of turning handle37. Rotatory power is then transmitted from pulley 30 to wheels 33 and35 and to pulley 31.

To insure a greater safetyin the operation of the vehicle, I provide thelatter with a brake actuating directly upon the wheels of the vehicle.This braking contrivance is shown in Figs. 1 and 7. Below the seat ofthe wagon is arranged a horizontal shaft, 1, being surrounded by a tube,2. On the left-hand side of the person operating the vehicle, near thebox,are provided two levers, 3 and 4. Lever 3,being the starting-lever,is connected to tube 2, by means of which coupling K, Fig. 2, is madetoengage and disengage for driving the vehicle slower or faster. By thislever 3 it is also possible to put the brake into operation inconnection with rod 0 and lever B. The band-brake 5 is thus drawn tightand V is made to stop. If this brake should become inoperative,lever 4will have to be drawn up, whereby, by means of lever 6, rod7, lever 8,and shaft 9, brake-blocks 10 10 are pressed against the wheels. Forcompletely braking, it is necessary to use lever 4, which also puts themotive power out of operation. For this purpose I provide lever 4 with aprojection, 11, that takes along lever 3 when being turned.

For operating the direct brake by the startinglever, I have made thefollowing arrangement. (See Figs. 11, 12, and 13.)

Handle 41 is firmly secured to rod 42 and loosely to lever 9. At the endof rod 42 is fixed a toothed wheel, 43, which enters into indentationsof rod 44. Rod 44 is only axially movable, and is provided with theforked cramp for shifting the belt of the pulleys. The regulation of thespeed of the motor is also accomplished by the starting-lever 3. (SeeFigs. 2, 3, 4, and 5.) When lever 3 is thrown back into position 0,valveH is closed so much by lever 13, rod 14, and lever 15 that just enoughgas is admitted for turning the loose pulley. When in position 0',lever3 makes the coupling K enter the clutches of wheel 3 as alreadydescribed, and at the same time valve H is opened somewhat,as lever 15comes then on the projection 16 of the key of cock H. By throwing lever3 into position 0 the coupling enters the clutch of wheel R, and lever15 presses upon projection 18 of the key of valve H, so that the latteris fully opened.

The key of valve H is permanently drawn toward lever 15 by means of aspiral spring, as is shown. 'The feed-valve, which regulates thequantity of ligroine entering the gasgencrating apparatus, is againregulated by rod 19, so that in proportion to the quantity of gas whichis consumed by explosion the quantity of liquid for generating the gasis regulated. A modification of this regulating device is shown in Fig.5, where in place of the projections of the key these projections areapplied to a disk, 20, on lever 15, which acts upon key 21. Anothermodification is shown in Figs. 4 and 4, where there is arranged a disk,29, which is pivoted to lever 14, and is provided with a slide thatregulates the size of the opening for the gas.

By all these improvements I have attained the object in view-that is, asafe and sure working of the driving-gear of the vehicle.

Having thus fully described and explained the nature of myinvention,Iclaim as new and desire to secure by Letters Patent 1. In vehicles withdriving-gear, the arrangement of the main driving-shaft V32 and the axleof the vehicle in one horizontal plane, and in combination with one ofthese shafts connecting-rods S S on each side, for the purpose and inthe manner substantially as described.

2. In vehicles with driving-gear, the main drivingshaft V, a movableframe, A, for said shaft, and the axle T, of the wheels arrangedparallel to the main shaft, all substantially as described.

3. In vehicles with driving-gear, a pulley, R, spur-wheels z z z 2',arranged inside pulley It, and a wing, M, in connection with lever 3,operating substantially in the manner as described.

4. In vehicles with driving-gear, astartinglever, 3, in combination witha coupling, K, and a braking eontrivance, 5, and in combination with asecond lever, 4, arranged and operating substantially in the manner asdescribed.

5. In vchicles with drivinggear, a combined regulating and brakingdevice for regulating the admission of the liquid into the gasgeneratorand of the gas to the motor, and for braking the vehicle accordingly,all substantially in the manner as described.

In witness whereof I hereunto set my hand in presence of two witnesses.

CARL BENZ.

W'itnesses:

CURI KoHLER, EUGEN Haas.

